Hydrocarbon-motor.



R. 0. ROOT. HYDROCABBON MOTOR. I

APPLICATION FILED JUNE 12,1911.

Patented Feb.4,191 3.

RALPH C. ROOT, OF PENLAN, VIRGINIA.

HYDROCARBONJMIOTQR.

Specification of Letters Patent.

Patented Feb. 4,1913.

npplication filed June 12, 1911. Serial No. 632,800;

To all whom it may concern:

Be it known that L'RALPH CHANDLER R001, .a citizen of the United States, and

resident of Penlan, Buckingham county, Stateof Virginia, have invented certain new and useful Improvements in HydrocarbolrMotors, of which the following is a specification.

- This nventionrelates to motors and-more the emgiency of the engine by allowing' longer firing and exhaust strokes and shorter intake and compression strokes.

Other objects and't-he novel features of the invention will be apparent from the following description taken in connection with "the accompanying drawings. 'I;'n the drawings: Figure 1 is a central h the crank disks. 4)

.bod ing my invention.

longitudinal sectional view of an engine e1n- Fig. 2Qis a view similar to Fig. 1 and showing the piston at theend of the intake stroke. ,Fig. 3 1s a view similar to Fig. 1 and showing the piston at the end of the compression stroke. Fig. 4 is a viewsimilar to Fig. l and showing the piston at the end of the firing stroke. Fig. 5 is a detail viewshowing the connection between the crank disks and the connecting rod. .Figsffi and 7' are detail views of the crank .Qe nd of the connecting rod on an enlarged scale. Fig. 8 is a perspective view of the pivot inthe connecting rod and carrying the shoes which engage the cam grooves on Fig. 9 is a fragmentary section of the crank disks and connecting rod and showinga modified form of conneccrank disks shown in Fig. 9.

Fig. 10 is a side view of one of the Fig. 11 is a side view of the opposite crank disk.

Referring to the drawings it will be seen that .I have illustrated a crank lshaft: 22 having the crank disks 46 thereon, a piston tion.

26 and a connecting rod 45 operatively connecting the piston and the crank disks. The crank end of the connecting XOd IS forked as shown in Fig. 6, thereby providing a slot 47 in which a block 48 pivotally mounted on a pin 49 connecting the disks 46 is adapted to slide. The inner portion of t 4Z;;.is1;ma de semi-circular in form as at 50 and a block 51 also made semicircular in form on the side adjacent the portion 50 of the slot 47 is boltedor otherwise secured between the sides 52 and 53 of the connecting rod. The circular opening thus formed between the block 51 and the end of the slot 47 receives the pivot 54, on the outer ends of which are the shoes 55 adapted to slide in the cam grooves 56 formed on the adjacent faces of the crank disks -16. These cam grooves 56 areso formed as to cause the piston to be moved to the extreme end of the cylinder during the exhaust stroke of the engine, thereby expelling practically all of the exhaustgases.

Referring to Figs. 1 to 4 inclusive and more particularly to Fig. 1 whereon' the lengths of the various strokes of the piston have been indicated it will be seen that during the intake stroke the piston moves to the point A, that during the compression stroke the piston moves to the point B, during the firing stroke the piston moves outward to the point C somewhat beyond the point A and during the exhaust stroke the piston moves to the point D near the end of the cylinder. It will thus be seen that the intake stroke is comparatively long and followed by a somewhat shorter compression stroke and a firing stroke of practically the same length as the intake stroke, and the exhaust stroke being the longest. This results in largely increasing the efiiciency of the engine by expelling practically all of the exhaustgascs and by getting the proper amount of compression in proportion to the volume of the intake charge.

In Figs. 9, 10 and 11 I have shown a modification ofthe connection between the connecting rod and crank disk. In this. form a straight pin 54' is pivoted in the connecting rod and its projecting ends engage the cam grooves in the crank disks and ma be provided with anti-friction rollers to engage the cam grooves. The pin is adapted to move back and forth in the direction of its axis and at the points where the cam-grooves intersect one groove is deeper than the other. This is illustrated in Fig. 10 in which the groove g is deeper than groove :1, w, the corresponding grooves y y and w. in the opposite crank disk being reversely formed as shown 11]. F 1g. 11. The advantage of this construction isthat the pin is at all tinres positively guided and there is no liability to take the wrong groove at thepoint of intersection.

It will be understoodthat I may omit the shoes 55 on pin 54 and use either a plain pin or a pin with rollers to vengage the cam.

grooves in the construction shown in Figs. 2 to 8.

Havin. thus described the invention, what is claimed and desired to be secured by Letters Patent is 1. A fonr-c vcle internalcombustion engine comprising a cylinder. a- 'piston, a conne'ct-ing rod, a crank shaft, a crank. disk mounted on the crankshaft, apin mounted on said disk and having a sliding connection with the connecting rod, a pin carried by the connecting rod and engaging a cam groove in the disk, saidcam groove being so arranged as to vary the length of successive strokes of the piston.

.12. A four-c ycle internal combustion engine comprising a cylinder, a-piston, a con- .necting rod, a crank shaft, crank disks mounted on the crank shaft on opposite sides of the connecting rod, a pin connecting the crank disks and having sliding engager -:nt with the connecting rod. corresponding cam grooves in.t he adjacent faces of the crank disks, and a pin having pivotal engagement with the connecting rod and provided with means adapted to run. in the cam grooves, said cam grooves being so formed asto vary the length of successive strokes of the piston. V

3. A four-cycle internal combustion enginecomprising a cylinder, a piston, 21, connecting rod, a crank shaft, crank disks formed as to vary the length of SUC OS G strokes of the piston.

4'. An internal combustion engine coinprising a cylinder, a piston, a connecting rod, a crank shaft, crank disksmounted on the crank shaft on opposite sides of the connecting rod, a pin connecting the crank disks and having slid ng engagement with the. connecting rod. corresponding cam grooves in the adjacent faces of the crank disks, a

pin having pivotal engagement with the connecting rod and provided with means adapted to main the cam grooves. said cam grooves being of varying depths whereby said second mentioned pin is recinrocated as the crankj'disks rotate.

5. In a device of the connecting rod. a crank shaft,- crank disks mounted on said crank shaft on opposite sides of the connecting rod, a pin connecting the crank disks and having sliding engagement with the connecting rod, corresponding cam-grooves in the adjacent faces of the crank disks and having intersecting portions. said grooves being of different class described, a

depths at the points of intersection. and apin on said rod andengaging said grooves and adapted to be reciprocated'thereby as the crank disks rotate.

6. In a device of 'the class connecting rod. crank mounted on said crank shaft on opposite sides ofsaid' connecting rod,-a 'pinconnecting the crank disks and havingsliding engageme-nt with the connecting rod. corresponding cam grooves inthe adjacent faces of the crank disks and havingintersecting portions, a pin on said rodandengagin'g" said grooves, said grooves beingof difi'eren depths at the points of intersection whereby I said pin is reciprocated as'the crank disks rotate and is positively guided at said points of intersection. j In testimony whereof I aflix my signature in presence of two witnesses.

. RALPH GROOT. itnesses:

E. P. MORGAN, 1\'l.\L'D G. Roo'r.

shaft, crank disks j' described, a 

